İstanbul için nüfus ve işgücü yer seçimi etkileşimi
Location of employement and population in İstanbul
- Tez No: 46240
- Danışmanlar: PROF.DR. HALE ÇIRACI
- Tez Türü: Yüksek Lisans
- Konular: Şehircilik ve Bölge Planlama, Urban and Regional Planning
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1995
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 155
Özet
DC highways have been opened. The central business disrict in Beyoğlu, şişli and Mecidiye Icöy have enlarged until Maslak in the north as a result of the decentralization of the central properties of the central business district of historical peninsula, Eminönü. The central business district have developed towards Eminönü, Bakırköy and Balcılar in the east. on the Asian aide, the central business disrict of Üsküdar and Kadıköy, Kartal and Maltepe have become third rate central business district. with in the decentralization of the industry and the spreading of the urban development between 1965 and 1995, there was born a growing demand for housing and so started the problem of squatter settlements. The squatter settlements, that have been constructed solely to serve the need for housing at the begining, became buildings up to seven storeys high in time because of the commercial needs arisen during this period. The squatter settlements have developed towards K. Çekmece, G.Q.Pasa, Bağcılar, Esenyurt, Alibeyköy, Kağıthane, Sarıyer, Beykoz, Üsküdar, Ümraniye, Sarıgasi, Sultanbeyli and Kartal in the metropolitan area of Istanbul. The policies that will affect the use of land and the spatial formation of the transportation in the long run are principally the decisions to control the migration over the whole of country. The metropolitan area of Istanbul developed as a result of the continuing trend of today' s distribution of population and employment, the settlements of the population and the employment in a more centralized way in a short period of time, the densening of the population along the main transportation corridors because of the growing demand for public transportation and the formation of the sub- centers with the development of several centers as employment centers apart from the main centers. XXII
Özet (Çeviri)
in the fourth chapter, the transportation, the value of land and the changes in population and productive power that affect the spatial distribution of the population and the employment of Istanbul are examined and their affects are studied with the multi- recretion method. This model is valid for 14 districts that can be lis tod as Bakırköy, Beşiktaş, Beykoz, Beyoğlu, Eminönü, Eyüp, Fatih, G. o. Paşa, Kadıköy, Kartal, Sarıyer, şişli, Üsküdar and Zeytinburnu that are with in the borders of the Istanbul Greater Municipality. The 1985 and 1990 datas of DÎE (National Statistics Enstitute) concerning the population and the employment, mod land values and the distances between the disricts have been used. The final model shows that the population and the productive power affect each other in the intanbul urban area. In the final chapter, a general evaluation that stresses the effect on the spatial development of Istanbul of the increase of the population and the employment in the metropolitan area of Istanbul and the formation of the sub-areas with the support of the environmental approaches because of the decrease in the air pollution and the conservation of energy as aresult of the decreasing distance between the home and the office, can be found. i XXIIIDC highways have been opened. The central business disrict in Beyoğlu, şişli and Mecidiye Icöy have enlarged until Maslak in the north as a result of the decentralization of the central properties of the central business district of historical peninsula, Eminönü. The central business district have developed towards Eminönü, Bakırköy and Balcılar in the east. on the Asian aide, the central business disrict of Üsküdar and Kadıköy, Kartal and Maltepe have become third rate central business district. with in the decentralization of the industry and the spreading of the urban development between 1965 and 1995, there was born a growing demand for housing and so started the problem of squatter settlements. The squatter settlements, that have been constructed solely to serve the need for housing at the begining, became buildings up to seven storeys high in time because of the commercial needs arisen during this period. The squatter settlements have developed towards K. Çekmece, G.Q.Pasa, Bağcılar, Esenyurt, Alibeyköy, Kağıthane, Sarıyer, Beykoz, Üsküdar, Ümraniye, Sarıgasi, Sultanbeyli and Kartal in the metropolitan area of Istanbul. The policies that will affect the use of land and the spatial formation of the transportation in the long run are principally the decisions to control the migration over the whole of country. The metropolitan area of Istanbul developed as a result of the continuing trend of today' s distribution of population and employment, the settlements of the population and the employment in a more centralized way in a short period of time, the densening of the population along the main transportation corridors because of the growing demand for public transportation and the formation of the sub- centers with the development of several centers as employment centers apart from the main centers. XXIIin the fourth chapter, the transportation, the value of land and the changes in population and productive power that affect the spatial distribution of the population and the employment of Istanbul are examined and their affects are studied with the multi- recretion method. This model is valid for 14 districts that can be lis tod as Bakırköy, Beşiktaş, Beykoz, Beyoğlu, Eminönü, Eyüp, Fatih, G. o. Paşa, Kadıköy, Kartal, Sarıyer, şişli, Üsküdar and Zeytinburnu that are with in the borders of the Istanbul Greater Municipality. The 1985 and 1990 datas of DÎE (National Statistics Enstitute) concerning the population and the employment, mod land values and the distances between the disricts have been used. The final model shows that the population and the productive power affect each other in the intanbul urban area. In the final chapter, a general evaluation that stresses the effect on the spatial development of Istanbul of the increase of the population and the employment in the metropolitan area of Istanbul and the formation of the sub-areas with the support of the environmental approaches because of the decrease in the air pollution and the conservation of energy as aresult of the decreasing distance between the home and the office, can be found. i XXIIIDC highways have been opened. The central business disrict in Beyoğlu, şişli and Mecidiye Icöy have enlarged until Maslak in the north as a result of the decentralization of the central properties of the central business district of historical peninsula, Eminönü. The central business district have developed towards Eminönü, Bakırköy and Balcılar in the east. on the Asian aide, the central business disrict of Üsküdar and Kadıköy, Kartal and Maltepe have become third rate central business district. with in the decentralization of the industry and the spreading of the urban development between 1965 and 1995, there was born a growing demand for housing and so started the problem of squatter settlements. The squatter settlements, that have been constructed solely to serve the need for housing at the begining, became buildings up to seven storeys high in time because of the commercial needs arisen during this period. The squatter settlements have developed towards K. Çekmece, G.Q.Pasa, Bağcılar, Esenyurt, Alibeyköy, Kağıthane, Sarıyer, Beykoz, Üsküdar, Ümraniye, Sarıgasi, Sultanbeyli and Kartal in the metropolitan area of Istanbul. The policies that will affect the use of land and the spatial formation of the transportation in the long run are principally the decisions to control the migration over the whole of country. The metropolitan area of Istanbul developed as a result of the continuing trend of today' s distribution of population and employment, the settlements of the population and the employment in a more centralized way in a short period of time, the densening of the population along the main transportation corridors because of the growing demand for public transportation and the formation of the sub- centers with the development of several centers as employment centers apart from the main centers. XXIIin the fourth chapter, the transportation, the value of land and the changes in population and productive power that affect the spatial distribution of the population and the employment of Istanbul are examined and their affects are studied with the multi- recretion method. This model is valid for 14 districts that can be lis tod as Bakırköy, Beşiktaş, Beykoz, Beyoğlu, Eminönü, Eyüp, Fatih, G. o. Paşa, Kadıköy, Kartal, Sarıyer, şişli, Üsküdar and Zeytinburnu that are with in the borders of the Istanbul Greater Municipality. The 1985 and 1990 datas of DÎE (National Statistics Enstitute) concerning the population and the employment, mod land values and the distances between the disricts have been used. The final model shows that the population and the productive power affect each other in the intanbul urban area. In the final chapter, a general evaluation that stresses the effect on the spatial development of Istanbul of the increase of the population and the employment in the metropolitan area of Istanbul and the formation of the sub-areas with the support of the environmental approaches because of the decrease in the air pollution and the conservation of energy as aresult of the decreasing distance between the home and the office, can be found. i XXIIIDC highways have been opened. The central business disrict in Beyoğlu, şişli and Mecidiye Icöy have enlarged until Maslak in the north as a result of the decentralization of the central properties of the central business district of historical peninsula, Eminönü. The central business district have developed towards Eminönü, Bakırköy and Balcılar in the east. on the Asian aide, the central business disrict of Üsküdar and Kadıköy, Kartal and Maltepe have become third rate central business district. with in the decentralization of the industry and the spreading of the urban development between 1965 and 1995, there was born a growing demand for housing and so started the problem of squatter settlements. The squatter settlements, that have been constructed solely to serve the need for housing at the begining, became buildings up to seven storeys high in time because of the commercial needs arisen during this period. The squatter settlements have developed towards K. Çekmece, G.Q.Pasa, Bağcılar, Esenyurt, Alibeyköy, Kağıthane, Sarıyer, Beykoz, Üsküdar, Ümraniye, Sarıgasi, Sultanbeyli and Kartal in the metropolitan area of Istanbul. The policies that will affect the use of land and the spatial formation of the transportation in the long run are principally the decisions to control the migration over the whole of country. The metropolitan area of Istanbul developed as a result of the continuing trend of today' s distribution of population and employment, the settlements of the population and the employment in a more centralized way in a short period of time, the densening of the population along the main transportation corridors because of the growing demand for public transportation and the formation of the sub- centers with the development of several centers as employment centers apart from the main centers. XXIIin the fourth chapter, the transportation, the value of land and the changes in population and productive power that affect the spatial distribution of the population and the employment of Istanbul are examined and their affects are studied with the multi- recretion method. This model is valid for 14 districts that can be lis tod as Bakırköy, Beşiktaş, Beykoz, Beyoğlu, Eminönü, Eyüp, Fatih, G. o. Paşa, Kadıköy, Kartal, Sarıyer, şişli, Üsküdar and Zeytinburnu that are with in the borders of the Istanbul Greater Municipality. The 1985 and 1990 datas of DÎE (National Statistics Enstitute) concerning the population and the employment, mod land values and the distances between the disricts have been used. The final model shows that the population and the productive power affect each other in the intanbul urban area. In the final chapter, a general evaluation that stresses the effect on the spatial development of Istanbul of the increase of the population and the employment in the metropolitan area of Istanbul and the formation of the sub-areas with the support of the environmental approaches because of the decrease in the air pollution and the conservation of energy as aresult of the decreasing distance between the home and the office, can be found. i XXIII
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